CN1715120A - Vehicle front structure - Google Patents
Vehicle front structure Download PDFInfo
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- CN1715120A CN1715120A CN 200510066599 CN200510066599A CN1715120A CN 1715120 A CN1715120 A CN 1715120A CN 200510066599 CN200510066599 CN 200510066599 CN 200510066599 A CN200510066599 A CN 200510066599A CN 1715120 A CN1715120 A CN 1715120A
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- mudwing
- supporting member
- fender apron
- front fender
- collision energy
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Abstract
A vehicle front body structure can restrain the weight of the vehicle body and the manufacture cost and can sufficiently absorb the collision energy on a front fender acted from the upward side. The vehicle body (11) is provided with left and right front fenders (40); an upper part covering left and right front wheels on the front part of the vehicle body; left and right upper components (30) extending to the front and the back directions of the vehicle body from the lower side of the left and the right front fenders; left and right fender supporting components (50) of a longitudinal plate shape extending upwards from the upper of the upper component to each lower surface (44) of the left and right front fenders or near the fenders. The left and the right fender supporting components are formed with a bending part and a strip salient (58) extending to the longitudinal length directions of the fender supporting components. Seen from the upward side, the bending part respectively bends on the longitudinal length directions of the left and the right fender supporting components and is crossed with the bending part. A loading agent (60) is arranged between the upper ends (54) of the left and the right front fender supporting components and the lower surfaces of the front and the right front fenders.
Description
Technical field
The present invention relates to front structure of vehicle body, relate in particular to the improving technology of front fender apron and upper member periphery.
Background technology
In recent years, auto trade launches such technological development constantly, promptly, in the time of on colliding the front fender apron of thing collision at front part of vehicle, produce distortion by front fender apron and absorb impact (for example, referring to patent documentation 1: Japanese Patent mandate communique " speciallyying permit No. 3052727 " (Fig. 1, Figure 17); Patent documentation 2: Japanese Patent mandate communique " speciallyying permit No. 3444773 " (Fig. 1～3)).
Based on accompanying drawing 7 front structure of vehicle body of the prior art shown in the patent documentation 1 is described below.Fig. 7 is the sketch of front structure of vehicle body of the prior art (first prior art).
First front structure of vehicle body of the prior art is to extend left and right upper member 101 at Vehicular body front along the car body fore-and-aft direction and (upper left member only is shown in this figure.As follows.), and cover the top of these upper members 101 and the top of left and right front-wheel with left and right front fender apron 102, and be engine room 103 between these front fender aprons 102, open and close this engine room 103 with car bonnet 104.
Owing near upper corners 110, be provided with synthetic resin layer 109, so when the collision thing collides on the upper corners 110 of the stringer board 107 the front fender apron 102 from the top, can enlarge near the deformed region of upper corners 110 by this synthetic resin layer 109.Its result can make the average counter-force of the front fender apron 102 at distortion initial stage increase.In addition, owing to be provided with recess 106, deformation stroke is increased.
But first front structure of vehicle body of the prior art shown in Figure 7 need spend man-hour synthetic resin layer 109 is welded on the front fender apron 102, and this becomes the key factor that manufacturing cost increases.And, in the operation of welding synthetic resin layer 109 on the lower surface 108 of front fender apron 102, must consider to avoid synthetic resin layer 109 to fall from lower surface 108 because of deadweight, manufacturing cost will further increase like this.
In addition, in the spraying process of car body, can not be at the lower surface 108 of front fender apron 102, on be welded with on the part of synthetic resin layer 109 and form coating film, so, need special consideration how to guarantee the corrosion stability of this part, this becomes the another key factor that manufacturing cost increases.
In addition, owing on upper member 101, be provided with recess 106, thus need special consideration how to guarantee the rigidity of Vehicular body front, its result, not only car body weight increases, and becomes the key factor that manufacturing cost increases.
Below, based on Fig. 8 the front structure of vehicle body of the prior art shown in the patent documentation 2 is described.Fig. 8 (a), Fig. 8 (b) are the sketch of front structure of vehicle body of the prior art (second prior art), and the section on Fig. 8 (a) expression Vehicular body front right side constitutes, and Fig. 8 (b) expression is from the formation on the Vehicular body front right side that the engine room side is seen.
Second front structure of vehicle body of the prior art is to extend left and right upper member 201 at Vehicular body front along the car body fore-and-aft direction and (the right side upper member only is shown in this figure.As follows.), and cover the top of these upper members 201 and the top of left and right front-wheel with left and right front fender apron 202, and be engine room 203 between these front fender aprons 202, open and close this engine room 203 with car bonnet 204.
Upper member 201 roughly is the member of osed top rectangular shape for section in cutaway view.Front fender apron 202 has the flange 206 relative with the upper surface 205 of upper member 201, and only leading section 207 and the rearward end 208 with this flange 206 is fixed by bolts on the upper surface 205, and makes the fore-and-aft direction pars intermedia 209 of flange 206 float certain altitude from upper surface 205.
When the collision thing collided the upper corners 210 of front fender apron 202 from the top, the like that downwards distortion of fore-and-aft direction pars intermedia 209 shown in the long and two-short dash line among Fig. 8 (a) can absorb collision energy thus.
But in second front structure of vehicle body of the prior art shown in Figure 8, the leading section 207 and the rearward end 208 of flange 206 are not yielding, so utilizing this part to absorb fully aspect the collision energy, remain in the space that can improve.
In addition, although when the collision thing collide the upper corners 210 of front fender apron 202, promptly and near the boundary between the car bonnet 204 time, this structure has the effect that absorbs collision energy, the position of colliding just is not difficult to obtain sufficient assimilation effect simultaneously.For example, according to the requirement in the appearance design of vehicle, people may consider the upper surface of front fender apron 202 is made wide and flat shape.But in this case, because the part of upper surface only is the thin plate of approximate horizontal, so its counter-force to the collision energy above coming from is minimum, so the absorptive character of collision energy are lower.
Summary of the invention
Problem to be solved by this invention makes and the increase that can suppress car body weight can suppress the increase of manufacturing cost again for a kind of technology is provided, and can fully absorb the collision energy that acts on from the top on the front fender apron.
The front structure of vehicle body of technical solution of the present invention 1 is, is provided with on car body: left and right front fender apron, and they cover the top of left and right front-wheel at Vehicular body front; Left and right upper member, they extend at the following direction car body fore-and-aft direction of left and right front fender apron; Mudwing supporting member with left and right stringer board shape, the mudwing supporting member of described stringer board shape is on left and right front fender apron, extend to upward each lower surface of left and right front fender apron or each lower surface near, and these left and right mudwing supporting members have formed curve, when when the top is seen, bending has taken place in the mid-length of this left and right mudwing supporting member respectively in these curves.
Technical scheme 2 of the present invention is characterised in that, in the front structure of vehicle body of technical scheme 1, be formed with on the left and right mudwing supporting member, when when the top is seen, to the bar shaped projection that the long side direction of mudwing supporting member extends, the bar shaped projection is intersected with curve respectively.
Technical solution of the present invention 3 is characterised in that, is filled with extending agent between the lower surface of the upper end of left and right mudwing supporting member and left and right front fender apron.
In technical scheme 1 of the present invention, near lower surface by the mudwing supporting member of stringer board shape being extended to upward front fender apron on the upper member or each lower surface, can support the lower surface of front fender apron with the upper member of high rigidity by means of the mudwing supporting member.
When effect on the upper surface at front fender apron has collision energy, collision energy is transmitted rapidly to the mudwing supporting member from front fender apron, the mudwing supporting member produces distortion, can absorb collision energy whereby.
And with respect to for the collision energy of top effect, the stress that produces in front fender apron and the mudwing supporting member will increase with the mudwing supporting member and support this part amount of front fender apron.That is, the rigidity of the front fender apron that is supported by the mudwing supporting member is improved.Front fender apron and mudwing supporting member are subjected to promptly producing plastic deformation behind the bigger collision energy, and absorb collision energy by this deflection.Its result from the initial time at front fender apron effect collision energy, just can absorb collision energy effectively, so can improve the absorptive character of the collision energy of front fender apron part.
In technical scheme 1 of the present invention, on the mudwing supporting member, form curve, when seeing the mudwing supporting member from the top, bending has taken place in this curve on the longitudinally of mudwing supporting member, can make the rigidity of the curve in the mudwing supporting member bigger than other parts whereby.Because for coming from the collision energy of top, the higher curve of rigidity is difficult to distortion than other parts, so also will increase for the above-mentioned stress of collision energy.Because stress increases, thus from the upper surface effect of front fender apron the initial time of collision energy, can absorb collision energy more effectively.
In addition, by quantity, position, shape, the size of setting curve aptly, it is more suitable that the crash energy absorption performance setting that the mudwing supporting member can be brought into play gets.And, at any part in the upper surface of front fender apron, can reasonably set the crash energy absorption performance.
In addition, owing to only above-mentioned stress can be increased to optimum, can realize simplification and lightweight that the mudwing supporting member constitutes by curve is set.
Like this, in technical scheme 1 of the present invention, can suppress car body weight and manufacturing cost, and can be effectively and fully absorb the collision energy that acts on from the top on the front fender apron.And, can relax impact fully to the collision thing on the upper surface that collides front fender apron.
In technical scheme 2 of the present invention, by on the mudwing supporting member, forming bar shaped projection to the longitudinally extension of mudwing supporting member, and this bar shaped projection is intersected with curve, can reduce the rigidity of the higher curve of rigidity bar shaped jut in this part.Its result, when when the top has acted on collision energy, curve begins buckling distortion from the bar shaped jut earlier, afterwards, and distortion successively from the top down, thus collision energy can be absorbed effectively.
Like this, by the composite construction of curve and bar shaped projection is set on the mudwing supporting member, (1) the crash energy absorption performance setting that the mudwing supporting member can be brought into play gets optimumly, and (2) can be set in the position that begins to be out of shape in the mudwing supporting member when having accepted collision energy aptly, be out of shape initial point.
In technical scheme 3 of the present invention, although between the lower surface of the upper end of mudwing supporting member and front fender apron, exist the gap, by extending agent is filled in this gap, also can make the upper end of mudwing supporting member seamlessly contact the lower surface of front fender apron.Therefore, when having acted on collision energy on the upper surface at front fender apron, can make collision energy more promptly from front fender apron to the mudwing supporting member to the transmission of mudwing supporting member.Its result acts on initial time on the front fender apron from collision energy, can more effectively absorb collision energy by the mudwing supporting member.
Description of drawings
Fig. 1 is the block diagram of the anterior construction of expression vehicle of the present invention.
Fig. 2 is the section-drawing of cutting open along the 2-2 line of Fig. 1.
Fig. 3 sees the car body pie graph of being seen of the present invention when front fender apron and upper member from the left side.
Fig. 4 is the section-drawing of cutting open along the 4-4 line of Fig. 3.
Fig. 5 sees the block diagram of being seen when upper left member of the present invention on every side from the front upper place.
Fig. 6 is the pie graph of the mudwing supporting member of the present invention action diagram of holding concurrently.
Fig. 7 is the sketch of front structure of vehicle body of the prior art (first prior art).
Fig. 8 is the sketch of front structure of vehicle body of the prior art (second prior art).
The specific embodiment
With reference to the accompanying drawings, describe implementing preferred mode of the present invention.In addition, described " preceding ", " back ", " left side ", " right side ", " on ", D score is consistent with the direction that the driver sees, Fr represents the front side, Rr represents rear side, L represents the left side, R represents the right side, CL represents overall width center (car body center).
Fig. 1 is the block diagram of the anterior construction of expression vehicle of the present invention.Fig. 2 is the section-drawing of cutting open along the 2-2 line of Fig. 1, the formation in its expression Vehicular body front left side.
As depicted in figs. 1 and 2, vehicle 10 is an automobile, is provided with on car body 11 (vehicle body frame 11): the central car bonnet 13 that opens and closes engine room 12 at Vehicular body front; With left and right front fender apron 40,40, this left and right front fender apron 40,40 covers the top of left and right front-wheel 14,14 (the left side front-wheel only is shown) in the and arranged on left and right sides of Vehicular body front central authorities car bonnet 13.
Among the figure, 15 is that preceding grid, 16 is that front windshield, 17,17 is head light.
As depicted in figs. 1 and 2, front fender apron 40 is made of sheet material, its upper surface 41 is the flat pattern of amplitude broad, the width dimensions that is the overall width direction is bigger, be general planar shape near horizontality, and it has open end 42 in engine room 12 sides, has lateral surface 43 in the overall width direction outside.In addition, upper member 30 is at the main cutaway view midship section section osed top member of shape in the form of a substantially rectangular.
Below, describe with regard to upper left member 30 and left front mudwing 40.
Fig. 3 is the car body pie graph of left front mudwing of seeing from the left side of the present invention and upper left member.The section-drawing of Fig. 4 for cutting open along the 4-4 line of Fig. 3.Fig. 5 is the block diagram around the of the present invention upper left member of seeing from the front upper place.Fig. 6 (a), Fig. 6 (b) are the pie graph of the mudwing supporting member of the present invention action diagram of holding concurrently, the formation of the mudwing supporting member that Fig. 6 (a) expression is seen from the width over sides of car body center side, the effect of the mudwing supporting member of Fig. 6 (b) presentation graphs 6 (a).
As Fig. 2～shown in Figure 4, what car body 11 had is characterized as, it is provided with left mudwing supporting member 50, this left side mudwing supporting member 50 extend to upward on the upper left member 30 lower surface 44 (i.e. the inside) of left front mudwing 40 or lower surface 44 near, promptly, as shown in Figure 2, mudwing supporting member 50 is extended to always front fender apron 40 near the lower surface 44 of overall width direction substantial middle position or lower surface 44.
Mudwing supporting member 50 and front fender apron 40 have the precision in the manufacturing.Therefore, be preferably between the lower surface 44 of the upper end 54 of mudwing supporting member 50 and front apron 40 and reserve minimum clearance C r (with reference to Fig. 2), can make front fender apron 40 have good assembleability like this.
Mudwing supporting member 50 for along the fore-and-aft direction of upper member 30, be the long stringer board shape member of length direction, it is to be become the drawing product of stringer board shape by the plate stamping of aluminium (comprising aluminum alloy) light alloy of etc.ing or steel formation.
If describe in detail, so, mudwing supporting member 50 is roughly to be コ word shape body (common name: groove shape member, ditch shape member) at main cutaway view midship section, the lower flange 51 that it will form as one and engage with the upper surface 31 of upper member 30 as lower member; The web 52 (vertical piece 52) that erects from lower flange 51; With with the upper end of web 52 mutually continuously and with the upper flange portion 53 of lower surface 44 almost parallels of front fender apron 40.
3 positions, front and back with the upper surface 31 of lower flange 51 spot-welded at upper member 30 on, and 1 position, rear portion with the vertical flange 32 of web 52 spot-welded at upper member 30 on, mudwing supporting member 50 can be bonded on the upper member 30 thus.
Shown in Fig. 2～Fig. 5 and Fig. 6 (a), web 52 has the forward flange 55 of front end and the rear flange 56 of rear end.The upper and lower flange 51,53 and forward and backward flange 55,56 the outsides towards the overall width direction.
Such mudwing supporting member 50 is roughly " ㄑ " word shape in birds-eye view, and when seeing from top to bottom, be formed with at least one curve 57 and bar shaped projection 58 on it, wherein, curve 57 carries out bending midway the longitudinally that extends along the car body fore-and-aft direction, and bar shaped projection 58 is extended and intersected mutually with above-mentioned curve 57 along the longitudinally of mudwing supporting member 50.
As shown in Figure 6, curve 57 (corner angle portion 57) is in for the total length of mudwing supporting member 50 from the rear end of mudwing supporting member 50 and is approximately on 3/4 the position of total length.The direction of curve 57 bendings is the outside of overall width direction for example.In addition, curve 57 also can be to overall width center C L lateral bending song.For latter half 59R long on the fore-and-aft direction, bend angle θ is approximately 45 °.In the mudwing supporting member 50 from curve 57 forward first half 59F and curve 57 continuously and keep its case of bending.
Shown in Fig. 2～3, the lower surface 44 almost parallel ground of bar shaped projection 58 and front fender apron 40 extend, and it is to overall width center C L side translot recessed, semicircular in shape in cutaway view.Such bar shaped projection 58 preferably is configured in the top of front fender apron member 50, for example for the whole height of mudwing supporting member 50, it is on 2/3 height of the about whole height in below.
The effect of the mudwing supporting member 50 of above-mentioned formation is described according to Fig. 2 and Fig. 6 below.
In Fig. 2, only consider front fender apron 40.Since the upper surface 41 of front fender apron 40 this part, only be the thin plate of approximate horizontal, so its rigidity is minimum, less to the absorptive character of collision ENERGY E n.When the collision thing has bumped against upper surface 41, upper surface 41 easy deformation.Its result, the assimilation effect of 40 pairs of collisions of front fender apron ENERGY E n can not be big.This part is less to the absorptive character of collision ENERGY E n for upper surface 41.
At this situation, in the present invention, as shown in Figure 2, the mudwing supporting member 50 of stringer board shape is extended on upper member 30 upward, make the lower surface 44 of substantial middle position of overall width direction of its front fender apron 40 that arrives broad or each lower surface 44 near, like this, by means of mudwing supporting member 50, can support the lower surface 44 of front fender apron 40 with the upper member 30 of high rigidity.
By supporting front fender apron 40 with mudwing supporting member 50, front fender apron 40 is strengthened, so although front fender apron 40 width are bigger, when from top effect underload (for example, when pressing front fender apron 40 from top to bottom with hand), front fender apron 40 whole crooked significantly downwards situations can not take place yet.
Certainly, with regard to regard to the rigidity of the collision energy En that comes from the top, front fender apron 40 and mudwing supporting member 50 are littler than upper member 30.
When collision energy En acted on the upper surface 41 of front fender apron 40, this structure made this collision energy En be able to transmit rapidly to mudwing supporting member 50 from front fender apron 40, deforms by mudwing supporting member 50, can absorb collision energy En.
And with respect to for the collision energy En of top effect, the stress that produces on front fender apron 40 and mudwing supporting member 50 increases reason mudwing supporting member 50 supporting front fender aprons 40.That is, the rigidity of the front fender apron 40 that is supported by mudwing supporting member 50 is improved.Plastic deformation takes place in front fender apron 40 and mudwing supporting member 50 when being subjected to bigger collision energy En, and absorbs collision energy En along with this deflection.Its result, the initial time owing to affacting from collision energy En on the front fender apron 40 can absorb collision energy En effectively, so can improve front fender apron 40 this part absorptive character to collision ENERGY E n.
In addition in the present invention, shown in Fig. 6 (a), when seeing mudwing supporting member 50 from the top, on mudwing supporting member 50, by being bent at its longitudinally, this mudwing supporting member 50 forms curve 57 midway, like this, the rigidity that can make curve 57 big than other parts in the mudwing supporting member 50.Compared with other parts, the higher curve 57 of rigidity is not easy distortion for the collision energy En that comes from the top, so also increase with respect to the above-mentioned stress of collision energy En.Because stress increases,, can further absorb collision energy En effectively so shown in Fig. 2 and Fig. 6 (a), act on the initial time on the upper surface 41 of front fender apron 40 from collision energy En.
In addition, by suitable quantity, position, shape, the size of setting curve 57, it is more suitable the crash energy absorption performance setting that mudwing supporting member 50 is brought into play can be got.And, can suitably set the crash energy absorption performance at the arbitrary position on the upper surface 41 of front fender apron 40.
In addition, owing to only just above-mentioned stress can be increased to only stress by curve 57 is set, so can realize the simplification and the lightweight of the formation of mudwing supporting member 50.
Like this, in the present invention, both can suppress the weight of car body 11, can suppress manufacturing cost again, and can effectively and fully absorb the collision energy En that acts on from the top on the front fender apron 40.And, can also relax impact fully to the collision thing on the upper surface 41 that collides front fender apron 40.
In addition, in the present invention, shown in Fig. 6 (a), on mudwing supporting member 50, form bar shaped projection 58 to the longitudinally extension of mudwing supporting member 50, when seeing this mudwing supporting member 50 from the top, this bar shaped projection 58 is intersected with curve 57, like this, can reduce the rigidity of the higher curve of rigidity 57 bar shaped projection 58 parts in this part.Its result, shown in Fig. 6 (b), when having acted on collision energy En from the top, curve 57 at first begins buckling distortion from bar shaped projection 58 parts, afterwards, and side's distortion successively from the top down, thus collision energy En can be absorbed effectively.
Like this, by the composite construction of curve 57 and bar shaped projection 58 is set on mudwing supporting member 50, it is the most suitable that (1) can get the crash energy absorption performance setting that mudwing supporting member 50 is brought into play; (2) can suitably be set in the position that begins to be out of shape in the mudwing supporting member 50 when being subjected to collision energy En, be out of shape initial point.Can carry out so-called load control to the upper surface 41 (with reference to Fig. 2) of front fender apron 40.As for the distortion initial point, can set by position, shape, the size of setting bar shaped projection 58.
In addition, in the present invention, as shown in Figure 2, even between the lower surface 44 of the upper end 54 of mudwing supporting member 50 and front fender apron 40, exist clearance C r (with reference to Fig. 2), also can be by extending agent 60 being filled in the lower surface 44 that the upper end 54 that makes mudwing supporting member 50 among this gap Cr seamlessly touches front fender apron 40.Therefore, when effect on the upper surface 41 at front fender apron 40 has collision energy En, can more promptly collision energy En be transmitted to mudwing supporting member 50 from front fender apron 40.Its result acts on initial time on the front fender apron 40 from collision energy En, can absorb collision energy En more effectively by mudwing supporting member 50.
In addition, upper member 30, front fender apron 40 and mudwing supporting member 50 about the right side, because upper member 30, front fender apron 40 and the mudwing supporting member 50 in they and left side are symmetrical shape, in addition its structure is identical, and produce same effect and effect, so omit its explanation.
In addition, the present invention is in embodiment, as long as the position that mudwing supporting member 50 reasonably is configured in the supporting member that supporting front fender apron 40 is not set in the front portion of car body 11 (promptly, do not have the so-called member that initial stage load is taken place at this position) get final product, for example it can be configured in front fender apron 40 flat upper surface 41 under etc. on the position.
In addition, about material, shape and the size of mudwing supporting member 50, position, bend angle θ, shape and the size of curve 57, can after the absorptive character of considering the collision energy En that mudwing supporting member 50 is brought into play, set arbitrarily.For example, curve 57 also can be shown in the dotted line of Fig. 6 (a) like that, be set at only bending web 52 a part curved shape, be taeniae shape overshooting shape (pod shape).
In addition, about the quantity of the curve on the mudwing supporting member 50 57, can set according to making it that the collision energy En that comes from the top is produced the above-mentioned size of the scope of stress greatly.For example, also can on mudwing supporting member 50, form a plurality of curves 57 ..., when seeing mudwing supporting member 50 from the top, these curves 57 ... on longitudinally, be separated with certain spacing.In this case, spacing preferably is no more than the whole height of mudwing supporting member 50.Set spacing like this, can guarantee the rigidity of buckling of the part of 57,57 of curves on the mudwing supporting member 50.
Owing to support the lower surface 44 of front fender apron 40 with mudwing supporting member 50, thereby can absorb the collision energy En that comes from the top, so be equipped with the vehicle that the vehicle front body structure of mudwing supporting member 50 of the present invention is suitable for having the front fender apron 40 of broad.
Claims (3)
1. a vehicle body front structure is characterized in that, is provided with on car body: left and right front fender apron is used for covering at Vehicular body front the top of left and right front-wheel; Left and right upper member, this left and right upper member extends at the following direction car body fore-and-aft direction of described left and right front fender apron; With the left and right mudwing supporting member of stringer board shape, this mudwing supporting member extend to upward on the described left and right upper member each lower surface of described left and right front fender apron or each lower surface near,
Be formed with curve respectively on these left and right mudwing supporting members, when when the top is seen, bending has taken place midway the longitudinally of described left and right mudwing supporting member in these curves.
2. vehicle body front structure as claimed in claim 1, it is characterized in that, be formed with the bar shaped projection of extending to the longitudinally of mudwing supporting member on the described left and right mudwing supporting member, when when the top is seen, described bar shaped projection is intersected with described curve respectively.
3. vehicle body front structure as claimed in claim 1 or 2 is characterized in that, between the lower surface of the upper end of described left and right mudwing supporting member and described left and right front fender apron, is filled with extending agent.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP175512/2004 | 2004-06-14 | ||
| JP2004175512A JP4486416B2 (en) | 2004-06-14 | 2004-06-14 | Body front structure |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN1715120A true CN1715120A (en) | 2006-01-04 |
| CN100425497C CN100425497C (en) | 2008-10-15 |
Family
ID=35584831
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CNB200510066599XA Expired - Fee Related CN100425497C (en) | 2004-06-14 | 2005-04-28 | Vehicle front structure |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JP4486416B2 (en) |
| CN (1) | CN100425497C (en) |
Families Citing this family (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP4853165B2 (en) * | 2006-08-08 | 2012-01-11 | トヨタ自動車株式会社 | Dash panel structure |
| JP5018187B2 (en) * | 2007-04-03 | 2012-09-05 | 日産自動車株式会社 | Vehicle fender bracket structure |
| KR101448747B1 (en) | 2012-10-02 | 2014-10-08 | 현대자동차 주식회사 | Front vehicle body structure |
| WO2018016174A1 (en) * | 2016-07-21 | 2018-01-25 | 本田技研工業株式会社 | Vehicle chassis front section structure |
| JP6536600B2 (en) * | 2017-02-24 | 2019-07-03 | トヨタ自動車株式会社 | Vehicle front structure and sealing method |
Family Cites Families (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP3436079B2 (en) * | 1997-06-26 | 2003-08-11 | 日産自動車株式会社 | Front fender connection structure |
| JPH11321717A (en) * | 1998-05-19 | 1999-11-24 | Honda Motor Co Ltd | Fender structure |
| JP2000177647A (en) * | 1998-12-17 | 2000-06-27 | Toyota Motor Corp | Car fender structure |
| JP4140186B2 (en) * | 2000-10-12 | 2008-08-27 | トヨタ自動車株式会社 | Vehicle fender structure |
| JP3799963B2 (en) * | 2000-05-25 | 2006-07-19 | マツダ株式会社 | Vehicle front structure |
| JP2002002546A (en) * | 2000-06-20 | 2002-01-09 | Isuzu Motors Ltd | Structure around fender for vehicle body |
| JP4495839B2 (en) * | 2000-08-09 | 2010-07-07 | 富士重工業株式会社 | Fender structure |
| JP3838125B2 (en) * | 2002-03-15 | 2006-10-25 | 日産自動車株式会社 | Fender structure |
| JP3876742B2 (en) * | 2002-03-27 | 2007-02-07 | トヨタ自動車株式会社 | Energy absorption structure |
| JP2005161888A (en) * | 2003-11-28 | 2005-06-23 | Fuji Heavy Ind Ltd | Body front structure |
-
2004
- 2004-06-14 JP JP2004175512A patent/JP4486416B2/en not_active Expired - Lifetime
-
2005
- 2005-04-28 CN CNB200510066599XA patent/CN100425497C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CN100425497C (en) | 2008-10-15 |
| JP4486416B2 (en) | 2010-06-23 |
| JP2005350015A (en) | 2005-12-22 |
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